Rear spring suspension for vehicles



June 16, 1959 R, scHlLLlNG L 2,890,895

REAR SPRING SUSPENSION FOR VEHICLES Filed DEO, 51, 1953 2 Sheets-SheetI 1 ya T L y fi 412 `l Wwf? #a .ill U* ATTORNEY June 16, 1959 R. scHILLlNG 2,890,895

REAR SPRING SUSPENSION RoR VEHICLES Filed Dec. 3l, 1955 42 Sheets-Sheet 2 "IIIIIIIIII I'NVENTOR ATTORNEY 2,890,895 Y REAR SPRING SUSPENsIoN FoR `VEHICLES `Robert Schilling, Bloomfield Hills, Mich.,- assignor to General Motors Corporation, Detroit, Mich., 'a corporation of Delaware Application December 31, 1953, Serial No. 401,541 4 Claims. (cl. 2st-104) This invention relates to vehicle spring'suspension and particularly to leaf spring' suspension for `rear wheels of a vehicle. i l

As is wellknown, the use o'f longitudinal leaf springs for cushioning relative displacement of the frame and `axle of a vehicle has the additional advantage of providingopti- "mum lateral stability therebetween. However, undercertain circumstances, as for instance when the power plant is disposed `between the rear wheels, basic ychassis requirements ldictate unsually wide lateral spacing between-the individual springs. Insuch instances, it has been found that excessive roll stiffness occurs which adversely vaffects the steerability of the vehicle in turns. Rollstiffne's'sand the accompanying undesirable handling `cliarc'teiisitics 'in turns may also result when short vstiff springs are fem- -ployed, even though the springs'farer closely spaced laterally. In order to Lpe'rm'it the use ofeitheror" botli widely spaced springing or' springs ofc'omparatively high inherent `stiiness, `it `is desirable that means be fpro'vided to reduce r'oll stiifness sufficiently to obtain normal steerability 1in lturns, However, Lin providing a satisfactory `solution t'o the problem it is of primary importance that 'the lateral 'stiffness inherent in ileaf springs be retained?. While the prior art is replete with devices capable :of reducing' roll A further object is to'provide afsuspensiono `the type descibed wherein one end of each` of the `springsisoperatively connected sto a transverse beam .pivotally se- -cured to the vehicle-chassis, theV beam being. adapted to `swngably respond to rise and fall `ofthelspring `and to longitudinally flex in response to variations in .linear distance between the A opposite ends i of the spring .resulting `from variation inload thereon.

These and other `objects andtadvantagesrof `theinven- `tion will lbecome Emore readily apparent las reference is had to the accompanying -specication and drawings wherein Fig. 1 `is a fragmentary plan view `of therear portion of a 'vehicle chassis showing 'the 4'construction 'and relative arrangement of the variousparts'oflthe` invention.

Fig. `2 is anenl'argeds'ectional elevational-viewiof the news z ,zefrrg; l1, ad y,

Fig 3 Iis anlenlargedfsectionalelevational'view looking A"balance'beam pivot assemblyloofkinginvthefdirecfion of Mice butter assembly in its relationship with the spring `and beam connection.

vReferring now to the drawings and particularly Fig. l, there is illustrated la portion of a vehicle chassis 2 having DeDion drive wheel assembly 4 disposed in conventional relation therewith. Since the drive train proper forms no part -of the invention, the dilerential `6 and half axles -8 and 16 are represented schematically only. The DeDion assembly 4 comprises annular wheel carrying members 112-and 14 which are rigidly retained in axially aligned laterally `spaced apart relation by means of a transversely extending integral `bowed tubular element 16. On the -upper surface of the inner ends 18 and 20, of wheel carrying members 12 and 14, respectively, there are provided spring seats 21 which are adapted to receive the m'idportions of laterally spaced apart longitudinally extending single leaf springs 26 and 28. Springs 26 and 28 are secured to seats 21 by means of spring seat clamps `3%) `land 32 `whichoverlie the upper surface of the springs. 'Clamps 30 and 32 are threadably connected to seats 21 rbyrneansof machine screws 36iand 38 which respectively and springs 26 and 28 are compressibly secured in the in the direction' of arrews ss `ef Fig; 11 sawing the L .positionshown'in Fig. '1. Y

At their forward ends springs 26 and 28 are formed evith eyes 40 which are adapted to surround transversely extending pivot `shafts Y42 carried between the `parallel opposed walls 44 and 46 of 'brackets 48. Brackets 48, :in turn, are bolted `in `spaced apart relation toa frame cross member 52 as by bolts S4. Because of the splayed, iorjrearwardly converging, arrangement of springs 26 land 28, the walls 44 and 46 of shackles 48 `are angled in- 4w'ardlyrslightly, as shown.

11n accordance with the present invention, the eyes y56 and 58 formed at the rear ends :60 and 6'2 of springs v26 and 28 are adapted to surround `shafts 64 and `66 formed at the opposite ends of a balance beam 68. Bal- -ancebeam A68 lis generally a `rectangular blade-like vmember mounted `at Iits `mid-portion for pivotal movement in .-avertical ,plane about a Vtrunnion 70 which is disposed .laterally mid-way on the `forward surface of rear frame cross-member 72. As seen best in Fig. 2, a box member 74 is secured by bolts 76 and 78 on the front vertical .surface of cross member 72 to provide a support `for trunnion 70. The front vertical wall 80 oif box `member 14 is provided with a relatively large diameter aperture A8`2 -whilenthe 'rear wall `84 `and abutting forward wall 86 'of `cross `member 72 .are provided with aligned reduced .apertures 88. Trunnion 70 `is provided with a` circular .head portion-of a diameter substantially `equivalent Ato Aaperture 82 land has a main body portion 92which eX- .tends rearwardly to the `forward surface 94 of Wall l84. `Tlhe `terminal end 96 of trunnion 70 `is reduced in diam- -eter to provideshoulder 98 and is threaded at 100. After installation, as shown `in Fig. 2, a machine nut 1021s drawn-up to retain the trunnion 70 against axial move- :mentin box member 74. To rotatably mount balance beam `68 for `swingable movement about trunnion 70, `,there is provided a beamcarrier member 104. Member .104. is formed intwo .parts 106 and r1.08, whichare `coupled .by bolts 110. `Parts V106 .and 108 are provided .with :longitudinally `directed bores 112 and 114 which are axiallyfaligned andladapted to receive a :pair of reversely ksimilar bushings 116 and 118. Bushings 1.16 and 118 -in turn rotatably embrace body portion 92 of trunnion 7 0. Depending portion 120 of part 106 is transverselys'lottcd `totreceive balance beam 68 which extends transversely 'thereof andfis rigidly retained between parts 106 and =10.8 tand `-by Athe .clamping action of Abolts i110. A

. permit slightllexing therebetween.

To eliminate rattling between spring eyes S6 and 58 and shafts 64 and 66 and prevent transmission of road noises, resilient bushings 117 and 119 are interposed between eyes 56 and 58 and shafts 64 and 66. Nuts 122 and 124 are then threadably disposed over threaded end portions 126 and 128 to secure the members in assembled relation.

Mounted on cross member 72 in vertical alignment with the opposite ends of balance beam 68 are a pair of buffer assemblies comprising press formed box members 130 and V132 to which are threadably secured depending rubber bumper elements 134. Bumpers 134 limit the vertical travel of the rear ends of springs 26 and i 28 and the opposite ends of balance beam 68 connected thereto.

In order that the invention may be more readily understood, a description of the mode of operation will be given. Under normal conditions of straight line travel, the chassis is unaffected by centrifugal force, consequently springs 26 and 28 react to vertical load on frame 2 in the same manner as would be the case if both ends of each spring were shackled to the frame in the conventional manner. However, by virtue of the balance beam ararngement, when the vehicle is traveling in a curved path, as in turning a corner, the effective resistance to body roll of each of the springs 26 and 28 is reduced to slightly less than half the roll resistance of similar springs shackled at both ends. invention only the forward half of each spring 26 and 28 functions to resist roll, since any load impressed upon either the rear half of springs 26 and 28 by body roll is immediately counteracted by swinging of balance beam 68. By way of example, assume that the Vehicle is traveling in a clockwise circular path. Because of the effect of centrifugal force, the right side of the vehicle frame 2 will raise while the left side is depressed. Thus in effect, the frame inclines counter-clockwisel about a longitudinal axis, as viewed from the rear. normal conditions the axle 16 remains parallelwith the road surface, balance beam 68 will also be maintained in a substantially horizontal plane. inasmuch as the rear endsof the springs 26 and 28 are not connected to the frame, counter-clockwise inclination of the latter will neither relieve nor increase the normal load stresses thereon.' Conversely, because the forward halves of each Aspring are positively secured between the frame and the axle, counter-clockwise inclination of the frame will directly impose increased load on one and decreased load on the other. In practice it has been found the rubber pads 22 not only aid in reducing transmission of road noises but also provide a suiciently resilient connection between the spring seats 21 and springs 26 and 28 to may rotate a few degrees in either direction from normal which tends to slightly decrease the roll stiffness attributablevto the forward halves of the springs. The mode of operation of the invention in reducing roll stiffness may 'also be illustrated by assuming that the frame 2 re- Vmains level while the wheels 136 and 138 move, respectively, up and down. Thus, if the right rear wheel 136 is raised, spring 26 will be compressed to a more nearly flat plane, causing springeye 56 to simultaneously rise and With the present Since under of movement of rear spring 26 is simultaneously accompanied by a corresponding downward movement of spring 28. Because the opposite ends of the balance beam also rise and fall, respectively, a corresponding amount, the rear halves of each spring offers no resistance to roll. Since only the forward halves are effective, roll stiffness is reduced approximately one half. It will, of course, be understood that when the left-rear wheel 138 is raised, the operation of the device is identical but in a reverse sense. In practice it has been found that this construction reduces rollstiffness and provides the desired steering characteristics in turns, yet does not adversely alect the' lateral stiffness inherent in conventional leaf springing. Because of the retention of optimum lateral stiifness it has been found that an auxiliary lateral stabilizer is unnecessary.

While but a single embodiment of the invention has been shown and described, Vit will be apparent that other changes and modifications may be made therein. It is, therefore, to be understood that it is not intended to -limit the invention to the embodiment shown, but only by the scope of the claims which follow. I claim: Y

1. Ina vehicle suspension, a frame having cross members, an axle having road wheels supported thereon, a pair o f semi-elliptical leaf springs extending longitudinallly of said vehicle and being connected at their mid-portions to said axle, means pivotally connecting one end of each of said springs to said frame, and a transversely extending beam dimensioned in cross section so as to be Asubstantially flexible horizontally and substantially rigid vertically, said beam being pivotally secured for pivotal movement in a Vertical plane at its mid-portion to one of said frame cross members and having its opposite ends directly pivotally' connected to the other ends of said springs, said beam being `adapted to swingably respond to vertical movement of veither of said springsrand to flex horizontally in response to variations in the effective length of said springs.`

- 2. In a vehicle having a frame, a transverselyextending axle supporting road wheels adjacent each side of the vehicle, single leaf springs extending longitudinally of the vehicle between said frame and said axle, each of said springs being disposed adjacent the lateral extremities of'said axle, pivotalconnections securing one end of each of saidsprings to said frame, and additional means directly pivotally connected to the other ends of each of said springs, said additional means comprising a trans- Yverse single leaf spring mounted intermediate its ends on In addition the axle .f

travel rearwardly. As a result of upward movement of i spring eye 56, balance beam 68 is caused to swing clockwise about trunnion 70 while the right end thereof simultaneously flexes rearwardly to compensate for the rearward movement of eye 56. Thus, progressive variations in the length of spring 26 are absorbed by horizontal a horizontally disposed pivot on said frame, the major cross sectional dimension of said transverse spring extending in a vertical plane whereby said spring is adapted tol horizontally flex to permit variations in the eifective length of said longitudinal springs resulting from rise and fall of said road wheels.

3. In a vehicle having a frame and a transversely extending axle supporting road wheels adjacent each side ofthe vehicle, single leaf springs extending longitudinally ofthe vehicle between said frame and said axle, each of said springs being disposed adjacent the lateral extremities of said axle, pivotal connections securing one end of each of said springs to said frame, additional means providing a common pivotal connection for the other ends pf; laterally spaced longitudinally extending leaf springs secured to said axle and having transversely directed spring eyes at each end thereof, each spring being oriented so that the principal plane of deection thereof extends substantially vertically, a transverse leaf spring extending between the rearward ends of said longitudinal springs, said transverse spring being oriented so that its principal plane of deflection extends substantially horizontally, means pivotally connecting the center of said transverse spring to said frame on a longitudinally extending horizontal axis, a pivot shaft rigidly connected to said transverse spring at each end thereof and extending into the rearward eye of the adjacent longitudinal 6 spring, and a frame mounted pivot shaft extending through the forward eye of each longitudinal spring.

References Cited in the tile of this patent UNITED STATES PATENTS 

